Engine-brake.



No. 7l2,833.

Patented Nov. 4, I902. E. Y. MOORE.

ENGINE BRAKE.

(Application filed. Och. 1 4, 1901.)

2 Sheets$heet I.

(No Modem fiz yen fo/r CZMQ Patented Nov. 4, I902. E. Y. MOORE.

ENGINE BRAKE. "Applization filed Oct. 14, 1901.

2 Sheets-Sheet 2.

(No Model.)

MP Pw y, l

O ,llnve'ntor EDWARD Y. MOORE, OF CLEVELAND,

ATENT OFFI OHIO, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO CHICAGO PNEUMATICTOOL COMPANY, A CORPORATION OF NElV JERSEY.

ENGINE-BRAKE.

fiPEGIFIOATIOH forming part of Letters Patent 'No. 712,833, datedNovember 4, 1902.

Application filed October 14, 1901. Serial No. 78,542. (No model.)

To all whom it 71mg concern.-

Be it known that I, EDWARD Y. MOORE, a citizen of the United States,residing at Cleve land, in the county of Ouyahoga and State of Ohio,have invented a certain new and useful Improvementin Engine-Brakes, ofwhich the following is a full, clear, and exact description, referencebeing had to the accom panying drawings.

In the operation of hoisting engines or motors driven by compressed airit is very convenient for the operator to maintain the load in itselevated position by shifting the reversing-valve to off position, thusentrapping the IS air within the motor-cylinder, which prevents thepiston moving and sustains the load; but

in practice it is found very difficultto prevent the air so entrappedfrom gradually leaking past the piston and permitting the load to sink.The object of this invention is to provide simple automatic means toassist the air in such motors in holding the load and prevent suchsinking. This I accomplish by providf ing a brake governed by the airfrom the sup:

ply and acting automatically when the reversing-valve is at the offposition to prevent the rotation of the crank-shaft, even though thereshould be leakage within the cylinder.

The invention resides in the construction and combination of parts tothis end, as more fully hereinafter described. Suchembodiment I havefound to be very efficient in service and possessed of the furtheradvantage that no additional room is required forit, the

brake occupying space which would otherwise be wasted. In the drawings,Figure 1 is a front elevation of a pneumatic motor suitable for hoist-40 ing andembodying my invention. Fig. '2 represents the same with itscover-plate removed. Fig. 3 is an elevation of the'inner side of thecover-plate. Fig. 4 is a bottom plan of the motor, the casing beingpartly broken away to disclose the interior. Fig. 5 is an enlarged frontelevation of the motor sectioned through the longitudinal center of thereversing-valve on a plane parallel with the cover-plate. Fig; 6 is atransverse vertical section through the reversing-valve and flat faces1), containing ports I), which cooperate with corresponding ports a inthe COXQP- plate A, which latter ports are connected in groups by thepassageway a a as shown in dotted lines in Fig. 3, with the ports a anda in a tubularvalve-seat a Between these ports a and a is another port0. communicating through the exhaust-passage a to the outer air.

The valve shown consists of a hollow tubular body E, sliding within thetubular seat a This body is closed above by a suitable plug and receivesthe air. from below, as by a flexible hose screwed into it. It isprovided With a pair of ports ee, cut through its wall, which may communicate,respectively,with the ports a and 0. On the outer surface of thebody E is a recess 6 which when either of the ports e or e is open toits corresponding port in the valve-seat connects the other port in thevalve seat with the exhaust port (L The valve is shown as provided onone side with rack-teeth 6 with which engage a segmental gear f, adaptedto be oscillated by a lever F to shift the valve in either direction,'asdesired[ A spring-pressed plungerf, having a head engaging toes on thesegmentf, gives the latter, and hence the valve,'a tendency to return toits intermediate or off position.

The motor, as above described, is independent of the present invention,but is thus fully set out to illustrate the operation of my brake andalso because the brake is particularly ad- 5 vantageously applied tosuch style of motor.

I will now describe the brake itself and its operation.

On the inner side of the cover-plate A is a housing P, which is placedconcentrically 100 with the axis of the crank-shaft and has a hubportion 1) projecting through the cover-plate and is rigidly held to thecover by bolts 19 or otherwise. Along the axis of this housing is anaxle Q, which has a limited longitudinal movement, but is prevented fromrotating by a pin 17', secured to the housing and projecting through aslot in the axle. On this axle is rotatably jourualed the disk R. Thisdisk has an opening 1" for the u-eception of the crank-pin d. The diskis thus an additional crank-disk for the motor and rotates with thecrank-disk and shaft D. This disk R, however, is capable of a slightlongitudinal mo vemeut. This movement may bring into engagementcooperating rubbing-surfaces carried by the housing and disk,respectively, and thus causing frictional braking.

The friction-surfacescarried by the housing and disk B may be conicalsurfaces, as shown at p and r in Fig. 8; but they are preferably fiatsurfaces, as shown in Fig. 6. Here a disk S rotates with the disk R byengaging the squared hub r thereof, and a disk S is prevented fromrotating by having ears 3 extending into notches p in the wall of thehousing. In this case both flat surfaces of the two disks S S and theouter surface of the housing and the inner surface of the disk R supplythe friction. The two disks S S are illustrative of any number which'maybe employed, as most convenient, the disks being rotating anduon-rot-ative alternately.

In order to give the disk R a tendency to approach the housing andestablish brakingfriction, I extend outward the axle Q and surround itby a helical spring T, compressed between a nut z, screwing onto theaxle, and an open bridge-platet, extending crosswise within the hub 19of the housing and bearing against a shoulder therein. The operation ofthe spring, whose force is adjusted by the nut t, is to cause as muchfrictional resistance to the movement of the disk R as will prevent itsrotation, due to the leakage of air in the driving-cylinders when theload is elevated. It is necessary, therefore, to provide means forautomatically overcoming the action of the spring when the motor isoperated. This is accomplished by the following mechanism: Within thehub 19 of the housing is a cylindrical axial chamber 19 and inengagement with the walls of this chamber is a piston U, secured to theaxle Q. Screwing into the outer end of the hub is a cap V, which has acentral cavity 1) loosely inclosing the end of the axle and the springand communicating with the cylinder A small pipe W leads from thiscavity '0 to a port w in the side of the tubular valve-seat Q The valveE has a pair of openings 6 and e through it, either of which is adaptedto communicate with the port to when the Valve is in an operativeposition, while on the exterior of the valve is a recess 6, connectingwith the exhaust-recess e and at the off position communicating with theport to.

From the above construction it results that as soon as the valve E isshifted in either direction to an operative position the compressed airwithin the valve, entering the pipe W through either port a or 6 as thecase may he, acts on thespiston U and forces the axle Q, inward,relieving the frictional engagement of the disk R and allowing it tofreely rotate with the crank-shaft, which is rotated by the engines,being thus simultaueouslyturned on. When, however, the reversing-valveis brought from either operative position to its off position, thecylinder 17 and cavity are thus put in communication with the outer airthrough the recesses e and e and the exhaust-passage a", and the springT thereupon draws the axle outward, causing the binding engagement ofthe disk R.

It will be noticed that all the parts of the friction-brake areself-contained within the housing P, so that the brake may be veryconveniently assembled separately and tested or removed from thecover-plate for cleaning or repairing.

I claim 1. An engine havingacrank-pin, crank and crank-shaft combinedwith an extra diskjournaled axially with the crank-shaft and looselyengaging the crank-pin, and means for moving said disk parallel with theaxis of the crankshaft to cause braking, substantially as described.

2. Ihe combination with a pneumatic motor, of a brake and a pneumaticmechanism for operating it, said brake including a nonrotatable memberand a cooperating rotatable disk loosely engaging a crank-pin of themotor and located axially with the crank-shaft and movablelongitudinally thereof to apply or relieve the brake, substantially asdescribed.

An engine having a cylinder, piston, crank-pin, crank and crank-shaft,combined with a disk journaled axially with the crankshaft and looselyengaging the crank-pin, and pnenmatically-governed mechanism for movingsaid disk parallel with the axis of the crank-shaft to causebrakingengagement,and a valve for simultaneously controlling both theengine and said mechanism, substantially as described.

4. The combination of a motor-casing,a m0- tor within the same, areversing-valve for operating the motor, said motor including acrank-shaft, crank and crank-pin, a rotatable disk within the casingjournaled axially with said crank-shaft, said disk having an opening forthe free reception of the end of said crank-pin,and pneumatic means formoving said disk laterally to govern a frictional engagement thereof,substantially as described.

5. The combination of an incased motor and a pneumatically-governedbrake Within the casing carried by a housing removably carried by thecasing, substantially as described.

6. A casing consisting of a box and cover therefor, an engine within thecasing, a housthe crank ofthe motor, substantially as described.

7. A'casing consisting of a box and cover.

therefor, a pair of pneumatic engines within the casing having theirpistons taking onto a single crank-pin, a crank Within the-casing, and acrank-shaft extending from said crank, combined With a housing removablycarried by the cover axially with the crank-shaft, a disk carried bysaid housing axial with the crank-shaft and rotatably journaled,saiddisk loosely engaging the crank-pin, and mechanism for moving said disktoward or from the housing to cause a braking engagement between it andthe housing, substantially as described.

8. The combination, with an engine having a crank,crank-pin andcrank-shaft, of a bone ing havinga friction-s11 rface and a cylindricalcavity, a rotatable disk loosely engaging the crank-pin, an axlesupporting said disk, and a piston on said axle within said cavity,substantially as described.

9'. The combination of a housing having a friction-surface on the innerside thereof and a cylindrical cavity in the outer side, a rotatabledisk on said inner side having an opening in it for the reception of acrank-pin, an axle supporting said disk, and a piston on said axleWithin said cavity, substantially as described.

10. The combination of ahousing havinga friction-surface on the innerside thereof and a cylindrical cavity in the outer side, a rotatabledisk on said inner side, an axle supporting said disk, a piston on saidaxle within said cavity, a spring surrounding said axle within saidhousing, a cap secured to the housing and covering the end of said axleand having a cavity communicating with said cylindrical cavity in thehousing, a' pipe leading to the cavity in said cap, and a valve forgoverning said pipe, substantially as described.

11. The combination of a motor-casing, a cylinder, piston, crank andcrank-pin Within said casing, a crank-shaft extending through thecasing, a cover for the casing having passages leading to said cylinder,a valve forcontrolling said passages, a housing secured to the cover inthe axial line of said crankshaft, an axle carried by said housing, adisk carried by said axle and looselyengaging said crank-pin, saidhousing and disk carrying cooperating frictional surfaces, said housinghaving a hub with a cylindrical cavityin it, and said axle extendinginto said cavity, a piston on said axle, a spring surrounding the axleand tending to cause engagement of such frictional surfaces, a pipeleading from the valve seat to the outer side of said piston, said valvehaving also openings for governing said pipe, substantially asdescribed.

12. An incased engine having a crankshaft, crank and crank-pin, ahousing carried by the casing, a disk carried by said housing axial withthe crank shaft and rotatably journaied, said disk loosely engaging thecrank-pin, and a plurality of plates between said disk and housing saidplates being alternatelyrotative with thediskand non-rotative, a springtending to move said disk toward said housingand friction-ally bind saidplates,

.and means for overcoming the action of the spring, substantially asdescribed.

13. A housing having a hub with a cylindrical cavity, an axle slidablecentrally through said housing, a piston on said axle occupying saidcylindrical cavity, a disk supported by said axle, there beingfrictional braking-surfaces carried by the disk and housing, and a capclosing the cavity in the hub, there being a passage-way leading to theinterior of said cavity, substantially as described.

14. The combination with a motor-casing and cover plate, of a drivingmechanism within the casing, a valve for governing the same on the outerside of the cover-plate, there being passage-ways through the coverplateleading from the seat for said valve, a brake carried by a housing, saidhousing being secured on the inner side of said plate axial with thecrank-shaft of the motor and projecting through said plate, and a pipeon the front side of the plate communicating with the housing and withthe valve-seat, substantially as described.

15. A motor-cylinder, a valve-seat having ports communicating with saidmotor-cylinder and an exhaust-port, said valve-seat being tubular, atubular valve within the valveseat having at its inner face openingsthrough its wall adapted to communicate with said ports, and arecess inits wall adapted to connect either of said ports with said exhaustport,said valve having another pair of openings through it at another portionof its periphery and intermediately of these another recess in its outerside communicating with an exhaust-port, the valve-seat having a portadapted to communicate with either of said last-mentioned openings orsaid exhaust-recess, combined with a brake, pneumatic mechanism forgoverning it, and pipe establishing communication between said pneumaticmechanism and said last-mentioned port in the valve-seat, substantiallyas described.

1.6. The combination of motor-cylinder, a valve-seat having portscommunicating with said cylinder, and an exhaust-port, a brake,pneumatic mechanism for governing the same, there being a passage-wayconnecting said pneumatic mechanism with another port in saidvalve-seat, and a valve adapted to uncover to the operating fluid eitherof the pas.- sages to the cylinder and the passage to the pneumaticmechanism, said valve having exhaust-recesses in its outer surfaceadapted to couple either of said cylinder-passages or said passage tothe pneumatic mechanism with couple either of said cylinder-passageswith an exhaust-passage leading from the valveseat, said valve havingalso a smaller recess leading to said main exhaust recess and adapted tocommunicate with said passage to the pneumatic mechanism when the valveis at the off position, substantially as described. In testimony whereofI hereunto aflix my signature in the presence of two witnesses.

EDWARD Y. MOORE,

Witnesses:

ALBERT H. BATES, E. B. GILoHRIsT.

